Emmet horton



(No Model.)

B. HORTON.

WAGON BRAKE.

No. 389,303. Patented Sept. 11, 1888.

N PETERS. PhotmLilhographcn Wnshmglon, I10.

FFICt' EMMET HORTON, OF DUNDEE, NEW YORK.

WAGON- BRAKE.

SPECIFICATION forming part of Letters Patent No. 389.303. da d Sep m er11, 1888- Application filed January 0, 1888. Serial No. 260,180. (Nomodel.)

To aZZ whom it may concern:

Be it known that I, EMMET HORTON, a citizen of the United States,residing at Dundec,in

the county of Yates and State of New York, have invented a new anduseful Improvement in lVagon Brakes, of which the following is a full,clear, and exact description, reference being had to the accompanyingdrawings, making a part thereof, and to the letters and figures markedthereon.

My invention relates to improvements in automatic wagon-brakes; and itconsists in the general construction and arrangement of its parts, moreparticularly set forth hereinafter, and pointed out in the claims.

Figure l is an elevation of the brake as applied to a wagon. Fig. 2 isprincipally aplan View of same. Fig. 3 is a view of the under side ofsame. Fig. 4 is a front view of the bar and its attachments. Fig. 5is anelevation of the brake or friction block in non-acting adjustment. Fig.6 is a sectional view of the wirc-rope coupling.

Similarletters refer to similar parts throughout the several views.

A represents a laterally-arranged bar passing over the rear hounds ofthe wagon and adapted to be rigidly secured thereto by means of clampingbolts z a, passing downward through the bar, and an under plate, 'I,gripping the hounds between the plate and bar. To either end of said barA is bolted on a capping-plate, B, having a vertically outwardfaeingportion, 0, which extends downward below the bar sulliciently to havethrough it a horizontal slot, (1, through which the outer end, 0, of alever, D, may pass. Projecting from said vertical portion of the bar Aare studs f g, that may be provided with frictional rollers, but thathave their location relatively with the location of the slot d andconfine between them an independent plunger-bar, H, pivoted upon themoving end of the lever D, outside the slot through which it passes. Therelative positions above referred to which these studs bear to said slotand lever carrying the plungerbar are such as to receive vertical strainin preventing the plunger-bar from falling below a horizontal positionwhen acting rearwardly upon the wheel of the vehicle, and to admit ofsaid bar assuming a little more than a vertical position when thrown up,as

shown in Fig. 5, occurring when the wheel of the vehicle is reversed orbacked. A curved plate, 1, secured by bolts Z m to the outer end ofthcstudsfg, prevents said plunger-bar from coming off the end a ofthe leverwhich passes through it, and guides said bar in its action upon thewheel.

A frictional block, a, meeting the tire of the wheel when the brake isacting, is detachably secured to the rear end of the plunger-bars H.

Running along the under side of the bar A from either end, and pivotedupon a bolt, 0, passing down through the bar, are the levers D, theshorter arm of each one connecting the plunger-bar, as heretoforedescribed, while the longer arms of the levers pass by each other andcurve sufficiently forward near the center of the bar A to haveconnecting them at their ends a secondary bar, P, having bolted to itscenter a short gripping-plate, r, and slotted openings 8 where connectedby bolts, to permit requisite play of the levers. Connecting the longerarm of each lever near its fulcrum and the end of this secondary bar Pare springs t, resting in off brake.

\Ve now come to the primary braking-lever U, its lower portion beinghalved or separated in U form-and pivoted astride and to the tongue insuch position that its upper single arm, which curves slightly rearward,may be acted upon by the neck-yoke U in any movement back ward from anupright central line, thus receiving and imparting the power exerted bythe neck-yoke upon said leverin an increased ratio through the medium ofa flexible wire rope, w, and its couplingJ to the levers of the brake.

The coupling J is made in halves and of U form in plan to meet andcouple in any convenient manner the two lower arms of lever U below thetongue, and provided with a bolt, Q, passing horizontally through thebody of the coupling, and about which the rope encircles and is clampedas the halves of the coup ling are drawn together upon it, Fig. 6, therear end of said wire rope being adjustably clamped between the bar Pand its plate r by means of the hand-nut 0.

A staple, y, provided with a small grooved pulley, g is driven astridethe wire ropeinto the under side of the forward axle-tree at or near itscenter, that the rope may pass over the pulley within the staple, andthus be relieved of friction that would otherwise occur with the axle atthis point.

It will be seen that when the device is in off brake its springs t areat rest, and that expansion takes place in any forward deflection of thelonger arms ofthe levers D. Thus a release of pressure by the neck-yokethrough its connecting parts permits thesprings to return the device toa normal position of rcstbr off brake.

Having thus described my improvement, what I claim as new, and wish tosecure by Letters Patent, is-

1. A wagon-brake consisting of a laterallyarranged bar, A, provided withlevers D D, each having to its shorter arm pivoted mova-- bly therewitha plunger-bar, H, and their longer arms connected by having a dependentsecondary bar, P, attached thereto, and suitable mechanism whereby theseparation or drawing apart of the two bars against the action of one ormore springs causes frictional blocks n to move to application,substantially as described.

2. A wagon-brake consisting of a laterallyarranged bar, A, provided withhorizontal levers, each having its longer arm passing by each other atthe center of the bar and connected by having a dependent secondary bar,P, attached thereto, and suitable mechanism whereby the separation ordrawing apart of the two bars causes frictional blocks to move toapplication, said bars being separated by a flexible rope connecting thedependent bar P, and a primary lever, U, vertically secured to thetongue of the wagon, substantially as described.

3. A wagon-brake consisting of a laterallyarranged bar, A, havinghorizontal levers D pivoted thereto, and operating plungerbars 0 H,provided with frictional blocks a, the inner end of the levers passingby each other at the center of the bar and connected by a dependent bar,P, substantially as described.

4. In a wagon-brake, the laterally-arranged bar A, having at either endstuds f 9 projecting therefrom, in combination with an independentfriotional plunger-bar movably piv oted between said studs,substantially as described.

5. In a wagon-brake, in combination, the laterally -arranged bar A,bolts 0, levers D,

having their longer arms passing by each other at the center of the bar,the dependent secondary bar P, having slot 8, or its equivalent, andsprings t, arranged to connect the levers with said dependent bar,substantially as described.

6. In a wagon-brake, the lever U,vertical1y secured to the wagon-tongue,levers D, having dependent secondary bar P attached thereto, havingclamping-plate r, and their connecting flexible rope, in combinationwith the tongue and neck-yoke of the wagon, by which they receivemotion, substantially as described.

7. Ina wagon-brake, lever U and wire rope w and secondary bar P, incombination with levers D and bar A, having frictional plungerbars H,substantially as described.

8. In combination, in a wagon-brake,the primarylever U, havinginward-projecting studs 1), and the coupling J, halved and punctured atb to receive said studs, and at b to receive through each half the boltindicated by q, and about which an inward circular cavity is made toreceive and grip the wire rope, substantially as described.

EMMET HORTON.

Witnesses:

L. J. WILKIN, N. F. MURDOOK.

